Train-stopping device



Jan, 27, 19252 J. W. KING TRAIN STOPPING DEVICE 3 Sheets-Sheet l FiledDec. 16, 1922 l l l l|||||||||| 3 Sheds-Sheet 2 J. W. KING TRAINSTOPPING DEVICE Filed Dec. 16, 1922 Jan, 27, 1925.

Jan. 27, 1925. 1,524,260-

J. w. KING TRAIN STOPPING DEVICE Filed Dec. le, 1922 :ssheet's-sheet sPatented Jan. 27, i925o JOHN w. KING, or sYRiicUsE, NEW YORK.

i TRAIN-STOPPING DEVICE.

, Application filed December i6, 1922. Serial No. 607,382.

To all 'whom t may concern Be it known that I, JOHN W'. KING, a citizenof the United States of America, residing at Syracuse, Onondaga. County,State of New York, have invented cer-tain new and usetul Improvements inTrain- Stopping Devices, of which the following is a specification.

This invent-ion relates to improvements in train stopping devices, andhas for its object to provide novel, simple and effective means forpositively stopping a train whenever the engineer fails to see or heedthe usual stop and danger signals which are located at intervals alongthe right of way. .ik particular object is to effect the stopping ottrains loy the application of the wellknown air-brakes, wherein thesetting of the bra-kes is accomplished loy a combination of agenciesover which the engineer has no control. A further object is to provideautomatic means for closing the throttle through a reduction of the mainreservoir pressure, which is eiilected simultaneously with thedrawing-oft oil the train-line pressure. further object is to provide anovel track device, wl'iieh may be operatively connected with andcontrolled entirely hy certain of the semaphores which are usuallydisposed adjacent the railroad tracks. And a further object is toIgenerally improve, simplify and rende-r more positive and automatictrain stopping' devices of the class.

l attain these objects by the means set 'forth in the detaileddescription which follows, and as illustrated by the accompanyingdrawings, in which- 1 Figure l is an outline side elevation Vof alocomotive to which my improvement is applied. Fig. 2k is a top-planview of' the saine. Fig. 3 `is a fragmentary plan view ot a railroad towhich the track devices are applied'. Fig. l is a central verticalsection, taken on line' 4 1 of 3; showing hy full and dotted lines theoperated and idle positions of the knifev which severs the several airlines. Fig. 5 is a front end view of the locon'iotifve; showing thetrack and pilot attachments. Fig. 6 is a. detached top plan view oftheknife' support. Fig. 7 is a side' view of the` same. Fig. 8 is a brokenoutline view of pilotgshowing a modiiication ot air' linesupportingrmeans. Fig. 9 is a centralyertical section taken on line ofFig. 8: p Fig. 1'0 is al .diagrammatic View @it a triple-valve, an ailreservoir and the cylinder which closes the throttle. Fig. 1l is a sideview of a. locomotive pilot; showing a modified application oi the trackand pilot attachments. iand Fig. 12 is a itront end view oi? the same.

ln the drawings, 2 represents generally the loco/motive, 3 is the pilot,3 the deck. and 3 the beam of the pilot. l represents the lever whichoperates the throttle-valve (not shown) which is usually disposed in thedome 2 of the engine boiler. @ther parts oi' the locomotivey which arenot material to the operation of my improvement will be omitted fromthis description. Aside from the throttle lever, the only parts usuallycarried by locomotives that enter into the scheme or relationship of thepresent invention, are the certain instrumentalities included in theair-brake system, which comprise the train-line 5, by means of which theloraizes are set and released, the `main reservoir 5', which is usuallycarried by the engine and which is charged with an air pressure ofhigher tension than the trainline, and the engineers valvea, by which hecontrols they brakes and other air attachments. The air pressure isusually supplied hy' a well-known compressor, which is not shown.

The trains of practically all the railroads in this country, areoperated hy what is known as the semaphore system of signals, thesemaphores being located permanently at vsuitable intervals alongsidethe righ-ts of way, and are usually operated hy signalmen who arestationed near the semaphores. its a rule, these seniaphores havediierent significations. as for example, the caution signals, and thestop signals. The. present invention is intended to operate inconnection with the stop signals, and is in no wiseconnected with orcontrolled hy the other semaphores. Semaphores and signal towers are sowell known and understood that" it isvnotdeemed necessary to show eitherof these parts in the present casey.

The primary object of theV present invention is to effect the stoppingof trains, in cases where the engineer, for any reason, runs hy, orattempts to run by, a semaphore that has been set fora stop by theopening and exhausting of the air-pressure earried by the train-line 5.This is accomplished hy the cutting oi? the train-line, rather thanbythe Operation of valves, coupport the body 7 of the track device, bymeans of similar beams or bars 7 which extend from one tie to the otherand are rigdly held in place b y bolts 7a. rlhe body 7 is preferablymade of durable metal and has similar spaced lugs 7b, which project4horizontally from the opposite sides and receive the medial portions ofthe bars 7 At one end the body 7 has a horizontal tiange 7c, which restsupon and is secured to the adjacent tie 6 by bolts 6a. The opposite endsof the bars 7 comprise upwardly facing shallow channels which receivethe bottom sides of the ties 6. The single moving part of the trackdevice consists of a knife-like lever 7 d, which is vertically movablevin a groove 7e, the said knife being pivotally supported in said grooveby a shaft 7i, which may extend laterally beyond the rail 6 and conneetin a well-known manner with the 1nechanism which operates a nearbysemaphhore (not shown). The knife 7d, in Figs. 3 and et, is reversed ascompared with Figs. l and 2, and the train accordingly moves in thedirection indie-ated by the arrow in Fig. 4. The full line-s in certainof the views show the knife 74 in operative position ready to performits work, the dotted lines in the saine views showing the knife in theidle or released position. The lower end of the knife 7d is providedwith a tooth 7X, which engages a` stop-pin 7i' whenever the knife isVswung upwardly, for absorbing more or less of the strain when the knifeis struck by any object moving in the direction of the arrow in Fig. 4t.

'leferring to 1.2 and 5 the parts of my train stopping mechanism carriedby the locomotive will now be described: 8 represents a shoe or part,which is preferably made of wrought metal and mounted upon the pilot 3,and whose free end preferably projects some distance beyond the nose ofthe pilot, as best seen in Figs. l and 2. The shoe '8 is provided withrearwardly extending' arms 8 and 8, which are respectively made rigid tothe central and lateral margins of the pilot by bolts 8b. The forwardend of the shoe is forked and the arms 8 are preferably spacedsufficiently to form a clear passage of the knife 7d when the pilot andshoe sway laterally bythe usual rollingmotion of the locomotive, and thetips of the arms 8 are pref-- erably flared, as shown in Fig. 2, forguid ing the knife into the crotch of the fork in case the swaying ofthe pilot is greater than the normal breadth of the fork. The arms 1'"of the shoe are correspondiugly perforated, as at S to receive similarlengths or sections ol rubber or other suitable hose 9 9 and il, whichin the present case comprise the dead ends of the train pipe 5, a mainreservoir pipe 5', and a pipe l0 which supplies a reduced pressureobtained from the main reservoir to an auxiliany reservoir l0. Theseveral pipes and the corresponding hose sections may be convenientlyconnected by means of similar elbows 9b. The hose 9, 9, 9a have theirfree ends closed by plugs 9C, which may be provided with the usual meansfor draining (not` shown). The hose sections are disposed directly inthe path of the knife 7, so that all may be severed by the relativelysharp cutting edge of the knife, for drawing oil the air from thetrain-line and the main reservoir, as well as for exhausting the airfrom the line which supplies the auxiliary reservoir l0.

In order to lessen the strain on the knife. 7d, during the hose cuttingoperation, the three hose are preferably disposed in .1 plane thatinclines rearwardly, as best seen in Fig. l. Innnediately after the hoseare cut, the knife 7d encounters a depending angular guard or deflectorSd (see Fig. 2), which first effects a partial twisting of the free topend of the knife and then bends it downwardly so that the pilot andother lov.' swung parts of the locomotive and cars may pass safely overthe knife until the train comes to a stop. At every operation, theknives 7d are practically destroyed, and must be replaced by thesignalmen or section crew, before another train can be stopped by thedevice. The engineer is supposed to carry a supply of the short hosesections for retitting the shoe S. as shown and described. lt iscalculated that the expense and slight amount of labor of installing theknives and hose will be negligble, as compared with the usual lossresulting` from wreckage and damage suits which invariably follow whentrains run by the stop signals uncontrolled.

lVhen the knife 7d first enters the slotI or fork of the Yshoe 8, itencounters and cuts the hose 9 that forms the dead-end of the pipe 10which supplies the auxiliary reservoir 10 with the reduced pressurederived from the main reservoir and effects the closing` of thethrottle, simultaneously with the setting of the brakes, by the cuttingof the next hose 9. which opens the train-line .3. This opening of thetrain-line is only inY tended to effect. what is known as a heavyservice application of the brakes, rather than as emergency applicationwhich might result. in damage to the rolling-stock.

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' mariano or trz'i'clts.' In order to effect this lighter application ofthe brakes, the bore of the pipe' S-should so be restricted as to limitthe exhaust of the air, in a' well-known manner. rthe third hose'section to be cut by the knife 7d connects directly with the mainreservoir 5 by means of a pipe 5C for drawing` ottl a certain amount ofthe pressure of saidl reservoir. The object of this latter reduction isto so lower the main reservoir pressure, that it will be impossible forthe said pressure to feed through the eutrineers valve 5 into thetrain-line 5, and thereby prevent or prolong the stoppingy of the train.

lt is generally understood that whenever the train-line pressure of thebrake system is reduced or exhausted by the aforesaidL servireapplication, that a trainl may be brought to a stop within certainlimits of space or distance, and that under ordinary conditions an'engineer through the operation' of his bralre valve can repeatedly bringhis train to a stop at practically the same point. ln every case whenthe engineer applies the brakes for effecting` a` service stop,he'releases the air gradually and intermittently, and in doing so, hisvalve 5a' temporarily shuts off any feed' of the main reservoir pressurethrough the` said valve, and he also shuts olf the feed from thecompressor, which otherwise would immediately restore the lost pressurein the train-line. llut when the engineers valve is set in the running`position and it becomes necessary to stop a train without his rknowledgeor assistante, or without the use of his valve (5d), it is necessary toeither make an application tnat isl heavierv than the usual servicereduction of the train-line, or elseV simul taueously reduce the mainreservoir pressure and also close the throttle, in order to positivelyan'd safely stop the train within. safe limits of distance by automaticmeans. To this end l provide a mechanism for cl0singr the throttlevalve, and also means for reducing; themain reservoir pressuresimultaneously with the release of the air from the train-line. Thesesecondary objects are accomplished by the following means: The

' throttle lever l is pivoted at 4, and is pro vided with spring',controlled latch et, which engages a rack 1i", for holding` the saidylever in any desired position. The Jthrottle closing' mechanismlcomprises a lever 11, which is pivoted at 11 to a guide 11, the saidlever having' a longitudinal slot 11b, which is traversed by a pin 4carrier by the latch 4H. The rocking' of the lever 11 on its pivot, asfrom the full' to the dotted line position in Fig'. 2, withdraws thelatch ll from the teeth of the rack lb and allows the throttle leverV lto be swung' on its pivot, as from the full line or open position, tothe dotted line or closed position shown in Fit'. Q. The rocking of thelever 11 is effected by a block or striker 12, which is mounted on thefree end of a rod 12', which in turn is attached to and is operated by apiston 'lathat is reciprocatable in. a cylinder 12h, the` said pistonbeing moved in the directionV for operating the lever 11, by thecharging of said cylinder with air pressure that may be derived from theauxiliary res ervoir 10. As the pressure required to re lease the lever1l and effect the closing` of thethrottle valve may be of lower tensionthan the normal pressure of the main reservoir 5', the latter pressureis accordingly reduced, to say 3() lbs., by means of a reducing' Yalve13. As reducing,r valves of the class are well-known and understood, thevalve 13 will not be shown or described in detail. This reduced pressureis carried from the valve 13 to the hose 9 by the pipe 10, and by thesame pipe to a fitting 141, which in the present case, is preferably thecommon and well-known triple-valve, which forms a part of the air-brakeequipment of every railway car. ln Fig'. 10 I have shown thetriple-valve in vertical section. The reduced pressure from the mainreservoir cnters the triple at 14: and passes to a chainber 14a, inwhich is disposed a piston 14", which the pressure' forces and holds inthe position shown and` means of a small bypass or duct 14C, the saidpressure escapes past the piston 149 into a chamber 14d, and from thatchamber into thel auxiliary reservoir 10, thereby equalizing the"pressure in the two chambers 14k-14d. The chamber 14d is tapped by apassage 14e, to which is connected a pipe 12, which conducts the air tothe cylinder 12". As long as the pressure in chambers 14a-14d is equal,a slide-valve lii-f closes the passage 141e and prevents the charging'of the cylinder' 12b. Vlhen, however, the pressure in chamber 14;" isreduced, as by severing; the hose 9, the pressure carried by theauxiliary reservoir 10 forces the piston 14" downwardly, opens thepassage 14, and allows the pressure from the reservoir 10 to` tiow intocylinder 12b, for efliect4 inn` the closing' of the throttle, as desc'ibed Then the pressure from the main reservoir to the triple 141; isagain restored, the piston 14d and valve l-f are reversed. which effectsthe exhausting' of the air from the cylinder 12b, t'l'irough a port 14Xof the triple, in a well-lrnown manner. After the cylinder 12b isrelieved of pressure, a spring 12e reverses the piston and the throttlelever 4 may again be manipulated in the usual manner, for opening' andclosing' the throttle. rlhe cutting; of the hose 9T, which taps the mainreservoir 5', is necessary in order to effect the reduction of the hightension pressure in said reservoir corresponding to the reduction in thetraindine 5, and therefore prevent any tendency of the reserve pressureA from feeding through the brake valve 5,

splitting the nose of the pilot 3, for proered the hoseyas described.

viding a clear openingr or path 3c, for the passage of the knife 7d. Thepoints 3d of the pilot frame are flared, like the arms Se, for ,guidingthe knife into the passage 3C. At the rear of the points 3d, the passage3c, is formed by spaced arms 15 of a guard 15, whose vertical walls arecorrespondingly perforated to receive the several hose sections 9 9-9which perform the same functions as the hose shown in Figs. 1, 2 and 5.VRearwardly of the hose, the guard 15 curves laterally, for the purposeof bendingr the knife 7d immediately after it has sev- The location ofthe track device including` the knife 7d, for this modified structure,is identical to that shown in Figs. 1. 2, 3, 4 and 5.

Figs. 11 and 12 illustrate still another modification, in which thetrack device which support the knife 7d is disposed outside of the rails6, and the hose supporting parts are shown mounted on one end of thepilot beam 3a. A description of the latter parts follows: 16 representsa forked bracket or part, which is disposed vertically and depends fromthe front face of the pilot beam 3, to which it is secured by bolts 16.The top end of the bracket 16 has a flange 16a, which rests upon the topface of the beam. rThe bracket 16 is preferably dis*- posed just outsideof the lateral margin of the pilot 3, which positions the forkedlower-end well outside of the adjacent rail G. The spaced arms 1Gb ofthe member 16 are perforated to receive the horizontally disposed hose9-9-9-, which form the dead-ends of the air pipes 5, 5c and 10', as inthe other views. The hose carried by the bracket 16, are preferablydisposed in a vertical tier, so that the knife 7d, when raised to theoperative position, as shown, will cut the three Vhose simultaneously,for effecting` the setting of the brakes. the closing of the throttle,and for reducing the main reservoir pressure, as described. The knife 7dand its support are intended to be the same in all respects. ashereinbefore shown and described, and the'knife is intended to beoperated by a similar shaft 7, which may also be controlled by suitableconnections with a semaphore (not shown). Owing tothe fact that theknife 71 is shown located rather close to the rail 6, in order toprevent possiblel injury to other parts of the train, the knife isarranged to encounter a deflector 17, which serves to bend the free endof the knife outwardly and downwardly as shown by the dotted lines inFig. 12 immediately following the cutting' of the hose. This practicallydestroys the knife` as well as the three hose and they must be replacedby new ones, before another train may be stopped by the automatic actionof the device.

The cutting edge of the knife 7 is pret erably not only sharpened but isalso pro-l vided with saw-like teeth; in order that the knife may have,not only a cutting action, but also a sawelike action upon the hose 9,9-9a.

lhile I have shown and described my invention as applied to the frontend of a locomotive, it is obvious that the invention mayY also beapplied to the rear end of the tender of a locomotive so as to operatewhen the locomotive is running lnickwardly. But it is not essential thatthe severable sections be arranged at the extreme front or rearward endof the locomotive or tender, for in some instances it may beadvantageous to position the hose at any point along the side of thelocomotive or tender and to sever them by means secured to the crosstiesoutside the rails, as shown in Figures 11 and 12.

It is also obvious that in the embodiment of the invention shown inFigs. 11 and 12, the knife 7d may be disposed at a greater distanceoutside of the rails 6 than as shown in said figures and the forkedbracket or part 16 which carries the hose 9, 9', 9 may be mounted acorresponding distance further out toward the end of the pilot beam 3ain order that the knife 7d may be clear of any part of the equipmentpassintr over the rails. In such case. since the knife 7d cannotpossibly come into contact with any part of the equipment, except thehose 9, 9', 9, it will be unnecessary to bend the free end of the knifeoutwardly and downwardly and the deflector 17 may accord ingly bedispensed with.

The invention has been shown and described as applied to a steamlocomotive wherein the steam throttle to the cylinders is controlled bythe air actuated piston 12 working in the cylinder 12". Where the device is applied to an electric locomotive the piston 12a and associatedparts may be made to actuate the switch which controls the supply ofelectric current to the locomotive.

l-lavingl,l thus described my invention, what I claim isz* 1. In a trainstoppingA device, the combination with the train pipe and main reservoirof the air brake system carried by a locomotive, a conduit leading fromthe main naar aco reservoir to any convenient point, a severable hoseconnected to said conduit at said point, a second severable hoseadjacent said point communicating with the train pipe, and a trackdevice comprising a body fixedly secured to the cross-ties and includinga knife-like member movable with respect to said body and arranged to beraised in the path ot both hose when the locomotive is signaled to stop,for cutting said hose to release the pressure from said train pipe forsetting the brakes, and for reducing the pressure in the main reservoirto prevent the latter pressure retarding the setting of the brakes.

2. The combination with an air brake system ot a locomotive, a source otfluid pressure, an auxiliary reservoir and a train pipe communicatingtherewith, fluid pressure actuated throttle operating means, a conduitbetween said throttle operating means aid said auxiliary reservoir, anormally closed valve in said conduit, a iluid pressure actuatednormally balanced valve for operating said normally closed valve, asecond conduit communicating with said source of fluid pressure and saidbalanced valve to maintain pressure on said valve, a third conduitconnor-.ted to said source of fluid pressure, severable sections forminga part of said secondiand .third conduits and the part ot said trainpipe remote from said source ot fluid pressure, said second and thirdconduits and train pipe being normally closed beyond said severablesections, the latterI being arranged for engagement by a track device,and a track device projectable into the path ot said sections, torsevering them.

3. The'combination with an air brake system ol a locomotive, a source offluid pressure, an auxiliary reservoir and a train pipe communicatingtherewith, fluid pressure actuated throttle operating means, a` conduitbetween said throttle operating means and said auxiliary reservoir, anormally closed valve in said conduit, a l'luid pressure actuatednormally balanced valve 'for operating said normally closed valve, asecond conduit communicating with said sourc of fluid pressure and saidbalanced valve to maintain pressure on said valve, pressure reducingmeans in said second conduit between said balanced valve and source offluid pressure, a, third conduit connected to said source ot fluidpressure, sever-able sections :l'orlning ay part ol said second andthird con duits and the part ot said train pipe remote from said sourceoli fluid pressure, said second and third conduits and train pipe beingnormally closed beyond said severable sections, the latter beingarranged for engage ment by a track device, and a track deviceprojectable into the path of said sections, for severing them.

l?? naar ll. The con'ibiuatiou with the train-pipe of a locomotive, asource ot fluid pressure Jior said pipe, and the cross ties ot arailroad track, ot a shoe mounted on the pilot ot the locomotive, saidshoe comprising a 'fork which disposed ahead ot the nose of the pilot, ahose torn'iing the dead-end of the train-pipe disposed across the torlrot said shoe, a knife pivotally supported by the cross ties adapted tobe swung upwardly into vertical position Ytor cutting said hose -lorreleasing the air pressure from said pipe, means for bending said knifebel'ore the pilot ot the moving locomotive contacts with the knife, andmeans itor raising and lowering said knife.

5. The combination with the air bralre trainpipe carried by alocomotive, a source oi" iuid pressure, and a railroad traclr includingthe cross ot a hose mounted on the toi-ward end olf the train-pipeadjacent the pilot, a shoe rigidly supported by the pilot, the said shoecomprising a tori; whose arms are 'orrespondingly perforated to receiveand support said hose, a body rigidly supported by one or more ol thecross ties, a imite-lilac lever pivoted in said body and movable in avertical plane, said lever adapted when idle to be disposed horizontallyfor allowing trains to pass over it, said lrni'l'e adapted to be raisedto the vertical position directly in the path oit said tOrlr, forcutting said hose and releasing the air pressure from said train-pipewhenever the engineer disregards certain signals.

G. ln a train stopping device, the coinbination with the throttleoperating lever, the pilot ot a locomotive, and the air brake systemincluding the main reservoir, the train-pipe and an auxiliary reservoirconnected with the main reservoir, ot separate pipes carrying lluidpressure 'from said train-pi pe, said main reservoir and said auxiliaryreservoir towards the pilot, hose sections connected with the forwardends of said pipes, said hose sections extending at right angles to therailway tracks, a track device comprising a imite-like lever pivotallysupported by the cross ties at a predetermined point on the road wherethe locomotive is to stop, said imite adapted to be raised up verticallyin the path of said hose for cutting said hose and releasing thepressure 'from said pipes in case the engineer disregards a stop signal.

7. ln a train stopping device, the combination with the throttleoperating lever and the pilot oi a locomotive, and the main reservoirand an auxiliary reservoir connected with the air brake system, of apipe carrying the air pressure from the main reser- Voir towards thepilot, a pipe carrying a reduced pressure derived trom the mainreservoir t0 the auxiliary reservoir and also t; i cite,

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to the pilot, a hose connected to and forming the dead end ot said pipe,said hose supported by the pilot and extending transversel 'across the)ilot a track device comrand releasing theair pressure from said pipes't'or closing the throttle and stopping` the lrr'oniotive.

Y8. ln a train stopping device, the com'- bination with the train-pipeand the main reservoir or the air brake system carried by a locon'iotiveand the locomotive pilot, of a hose carried by the pilot and connectedwith a pipe leading from the main reservoir, a hose carried by the pilotand connecting with the train-pipe, a track device comprising a bodysupported by one or more of the cross ties ot' a railroad at a pointcorresponding to a semaphore or other fixed signal, a knife-like leverpivoted to said body and arranged to be raised up vertically in the pathof said hose whenever the locomotive is signalled to stop, adapted tocut said hose for releasing the pressure from the train-pipe for settingthe brakes, and for reducing the pressure in the main reservoir forpreventing the latter pressure from retarding the setting the brakes.

9. The combination with a locomotive having a pilot, a throttle lever,and an airbrake train-pipe extending towards the pilot, ot a shoemounted on the pilot, a plural- .ity of air hose supported by said shoeone ot said hose forming the dead end of said train-pipe, a mainreservoir containing fluid pressure, a pipe extending trom saidreservoir to said pilot and supporting one of said hose, an auxiliaryreservoir adapted to be charged with a reduced pressure derived from'the main reservoir, a pipe extending from said auxiliary reservoir tothe pilot and supporting one otl said hose, meansoperated by fluidpressure derived from said auxiliary reservoir itorl closing thethrottle lever, a track device comprising a body rigidly secured to oneor more of the Vcross ties, and a knife pivoted to said body adapted tobe raised up vertically in the said train-pipe and said main reservoirfor effecting the operation of the throttle lever closing means.

l0. In a train stopping device the com bination with the throttle leverand the pilot of a locomotive, and the main reservoir, train-pipe and anauxiliary reservoir comprising parts of the air brake system thereof, ota plurality of pipes for carrying the fluid pressure of said air brakesystem fori'zrd towards the pilot, a hose section mounted on the forwardend ot each of said pipes said hose extending at right angles to thedirection ot' travel ot the locomotive, a track device comprising a bodyrigidly mounted on one or more of the cross ties of the road, aknife-like lever pivoted to said body adapted to be raised up verticallyin the path ot said hose lor severing said hose and releasing the airpressure from' said pipes for setting the brakes and for closing the`throttle lever whenever the locomotive is driven past :i predeterminedpoint on the road.

ll. ln a train stopping device the combination with a locomotive havinga pilot and a throttle lever, an air brake trainipe and a mainreservoir, ot a shoe mounte( ,on said pilot, a plurality ol similar hoseseetions supported by said shoe and extending transversely of thetracks, one of said hose sections connected with and forming thedead-end oit the train-pipe, the other hose respectively forming thedead ends of pipes connected with the main and auxiliary reservoirs,means connecting the main reservoir with the auxiliary reservoir forsupplying the latter with a reduced pressure, a cylinder receiving saidreduced` fluid pressure from the auxiliary reservoir having a pistonadapted to operate the throttle lever whenever said oylinder receives acharge ot lluid pressure lrom the auxiliary reservoir, a triple valveinterposed between said reservoirs for controlling the tlow ot' the luidpressure to said cylinder, a track device comprising a lever pivotallymounted on the cross ties of the track, means for positioning said leverin the path of said hose whereby the movement of the locomotive past agiven point ell'ects the severing of the several hose for setting thebrakes and closing the throttle.

1n testimony whereof I have hereunto set my hand.

JOHN W. KING.

